Automatic train and the like control and (or) signaling system.



'A. KERR. AUTOMATIQTRAIN AND THE LlKE CONTROL AND (OR) SIGNAL ING SYSTEM.

APPLICATION FILED FEB. 19, 1914;

Patented Mar. 6, 1917.

3 SHEETS-SHEET l.

A. KERR. AU'l'l'INl/KTIC TRAIN AND THE LIKE CONTROL AND (OR) SIGNALING SYSTEM.

' APPLICATION FILED FEB. l9, I914.

1,218,270. Patehted Mar. 6, 1917.

3 SHEETS-SHEET 2.

A. KERR. AUTOMATIC mm AND THE LIKE CONTROL AND (Om-SIGNALING SYSTEM.

APPLICATION FILED FEB. 19. 1914.

Patented Mar. 6, 1917.

3 SHEETS-SHEET 3- ED STATE% FATEN T OFFICE;

ANDREWVKERR, or BELFAST, IRELAND.

AUTOMATIC TRAIN AND THE LIKE CONTROL AND (OR) SIGNALIN SYSTEM.

Specification of Letters Patent.

Patented Mar. 6, 1917.

Application filed February 19,1914. Serial N 0. 819,636.

To all whom it may concern:

Be it known that I, ANDREW KERR, a subject of the King of Great Britain, residing at Belfast, Ireland, have invented a certain new and useful Automatic Train and the like Control and (or) Signaling System, of which the following is a specification.

This invention relates to automatic train control systems and railway and the like automatic signaling systems of the class in which the system is operated by vacuum, compressed air or steam or hydraulic pressure, and of the class in which the motive power for actuating the signals and (or) train control system is controlled by valves adapted to be opened and shut by certain movements of levers carried on the train and adapted to be moved as required by coming into contact with movable devices at the side of the track adapted to be automatically set by the signalnian pulling the signals to clear or danger to produce such movements of the valves as will give correspondingsignals on the train and (or) stop the train when required.

Under my invention 1 provide improved train apparatus as hereinafter described and claimed and in combination with such improved apparatus I provide hydraulically operated apparatus adapted to automatically indicate to the driver of a train traveling toward an occupied platform or siding or a closed level crossing that same is occupied or closed, as the case may be, and to automatically stop the approaching train until the platform or siding or crossing is clear.

In order that my invention may be clearly understood I have hereunto appended explanatory sheets of drawings whereon one arrangement or system under my invention is shown by way of illustration or example.

Figure 1 shows an engine fitted with in y apparatus and also showing in elevation portions of the track with the devices provided at the side of same for operating the engine or train apparatus. The device nearest to the engine in Fig. 1 is intended to be set as hereinafter explained by the movements of the gear which controls the distant and start-" ing signals, while the device farthest from the engine in Fig. 1 is adapted to be set by the movements of the gear which controls the home and advance starting signal.

Fig. 1 is a cross section on line 2, B, Fig. 1.

- Fig. Fig. 1. Fig. Fig. l.

F ig.2 is a plan view of the double track, showing the engine and also showing the devices at the side of the track or running rails for operating the train control and signaling apparatus as hereinafter described. The device controlled. by the distant signal is shown set so that it will give the danger signal on the train while the devicecontrolled by the home signal is shown set to give the clear signal on the train. The reverse position of the device controlled by the distant signal would give the clear signal on the engine, While the reverse position of the device. controlled bythe home signal would give the danger signal on the train and at the same time bring the train to a standstill.

Fig. 3 is a detailview of the apparatus on the train,.the upper portion of Fig. 3 showing diagrammatically the devices provided for giving the various signals in the engine cab and also for stopping the train when required. It will be understood that the upper portion of Fig.3 is not to the same scale as the under portion which is enlarged to make clear the operation of the valves controlling the supply of motive fluid to or from the various devices shown in the upper portion of'Fig. 3. The under portion of'Fig. 3 shows that portion of the apparatus which is fitted 0n the engine and adapted to make contact with and be operated by the devices at the side of the track as will be hereinafter described.

Fig. 4 is a plan view of the valve plate 9 showing the valves and theiroperating gear, the valvesbeing shown in the normal position which they assume between the signaling areas when the engineapparatus forming the lower half of Fig. 3 is not in contact with any of the devices at the side of the track. v

Fig. 5 is a view partly in section and partly in elevation" showing hydraulically operated apparatus whereby a train occupying a platform or siding automatically indicates this fact at each end of the platform 1 is. a ross section on line 3 7 1 is a cross section on line 4, l,

or siding and at the same time sets the track matically give the danger signal on any train approaching the platform or siding and at the same time bring it to a standstill; at the same time the apparatus shown at Fig. 5 may be adapted to give a signal to signal box controlling the platform or siding as, and for a purpose, hereinafter ex plained and at the same time lock the home signal at danger if the platform is occupied.

Fig. 6 shows bell device and operating cylinder and piston as used at level crossings.

On the drawings the same reference letters wherever repeated indicate the same or similar parts.

Referring to the drawings; the system illustrated on the drawings is adapted to give audible and (or) visible signals in the cab of an engine and (or) elsewhere on a train and it is adapted to simply give a clear or danger signal as required at the distant or starting signals but at the home or advance starting signals when the dangersignal is given the apparatus is also adapted to bring the train to a standstill while provision is also made for automatically signaling to a train approaching a platform or siding information as to whether the platform or siding is vacant or occupied and if the platform or siding is occupied by a train the apparatus is adapted to automatically stop any train approaching such platform or siding.

The equipment on the track at a distant signal consists of a wedge shaped ramp device a with its pointed end a facing to ward an approaching train, a portion of the pointed end a being pivotally jointed at a so that said portion .can be moved about its pivot a within the limits of projections at the back end of a gate I) which as shown at Fig. 2 ismade with a tapering entrance so that an object entering the gate b will be directed toward the center of same. Each side of the wedge shaped ramp at tapers outward in the direction of travel of a train and the length of the ramp and the amount of outward taper would be determined by the maximum speed of trains on the line so that the apparatus on the train, and which will be hereinafter described, may remain sufiiciently long in contact with the ramp to effect the purposes of the invention. The movable end a of the ramp 6; may be con nected with the wire or other gear for operating the distant signal 0 and after the usual manner the end a would preferably be held by a spring or weighted lever arrangement normally at such a position as to give the danger signal on the train as hereinafter described. The ramp end a is shown in this position at Fig. 2 and it would be pulled into clear position when the signalman pulls the lever over to pull the distant signal to the clear position. Of course it will be understood that the ramp may, if desired, be operated independently of the signal operating gear. The ramp (Z at the home and advance starting signals 6 is generally the same in construction and in operation to the ramp at the distant and starting signals 0, but it is supported at a higher level than the ramp at (see Figs. 1, 1 and 1 The object of raising the ramp at the home and advance starting signals above the level of the ramp at the distant and starting signals is to enable it to engage or make;

contact with a portion of the train appa ratus not intended to be effected by the ramp at the distant or starting signals for the purpose hereinafter described.

That portion of the train apparatus shown at the lower half of Fig. 3 and shown on the engine in Fig. 1 at 00, comprises a plate 9 supported on the foot plate or other convenient part of the engine frame or tender. This plate 9 carries at one side a pair of valve blocks h and 7c and at the other side a pair of valve blocks Z and m, each of said valve blocks having respectively a valve if, Z, and m arranged on top of same, the valve k being adapted to con trol ports 72, it the valve 70 being adapted to control ports 7?, 70 the valve Z being adapted to control ports Z Z and the valve m adapted to control. ports m m A hole is provided in the center of the plate 9 and through this hole two concentric tubes n and 0 are adapted to be supported, the tube 0 having a collar 0 resting on a circular bearing 9 on the plate 9 while the tube a has a collar n adapted to rest on a bearing 0 formed at the top of the tube 0 so that the plate 9 supports the tube 0 and the tube 0 supports the tube a, both tubes being free to turn on their ball bearings and 0 respectively. The tube 0 projects above the plate 9, the collar 0 being at such a height as to permit of its being connected to the valves 7L1 and 76 this being effected by providing projections 0 and 0 at diametrically opposite sides of the collar 0 the projection 0 being adapted to engage the slotted connecting link if of the spindle If of the valve 7L and the projection 0* being adapted to engage the slotted connecting links 70 of the spindle k of the valve h the spindles 77/ and 70 passing through stoppers g and while compression springs 2 and 10 extend between the said stoppers and g and their respective valves 7L and 70 Similarly the top of the tube a pro jects above the top of the tube 0 and projections a and Marc provided at diametrically opposite sides of the collar W, the pro jection n being adapted to engage the slotted. connecting link Z of the spindle Z of the valve Z and the projection n is adapted to engage the slotted connecting link m of the spindle m of the valve m The Spindles Z and m* pass through stoppers g and 9 while compression springs 10 and p extend between said stoppers g and g and their respective valves Z and m The plate 9 is connected to a crosshead g 'to which a spindle or piston rod 9 is secured, said spindle or piston rod 9 being connected to a piston g in a cylinder Q2 supported centrally above the tubes at and 0, the cylinder 9 being supported by brackets g which rest on and are connected to the foot plate r or other support. A port 9* is provided in the cylinder (12. The tubes at and 0 extend below the foot plate 1", being supported thereunder by suitable bearings. The

tube it extends below the tube 0 and at itsv lower end a collar 12 is provided and adapted to support arod 1% at right angles to the tube 92, the rod n being in turn adapted to support a tube n depending vertically therefrom. A tube 0 is similarly supported from a tube 0 carried by a collar 0 on the end of the tube 0 which terminates above the end of the tube n, the tube 0 being adapted to project in front of the tube a and the lower extremity of the tube 0 being some distance above the lower extremity of tube a the difference in level of the tubes a and 0 being in accordance with the difference in level of the ramps a and cl at the distant and starting and home and ad- Vance starting signals respectively, the object being to permit the ramps a to act only on the tube a and tube at and to cause the ramp (l to contact with and operate both of the tubes a and 0 and consequently operating both tubes n and 0. The tubes a and 0 are adapted to project forwardly in the forward direction of travel of the en gine and when they come into contact with the ramps they are adapted to be moved to the right or left by the outwardly tapering sides of the ramps, the position of the movable front portion of the ramp directing the contact tube or tubes to one or other side of the ramp, thereby causing said contact tube or tubes to move to the right or to the left according to the way in which the movable front portion of the ramp is set. The movement of the contact tubes 11 and 0 to the right or left as above described causes the tubes n and 0 to be correspondingly turned and thereby effects a corresponding turning of the collar n or collars n and 0 with a consequent movement of the valve spindles 76 or h or Z and or m and if. For example, if the rod n is moved in an anticlockwise direction the valve m will be moved by its rod m until the ports m m are in communication with the result hereinafter explained and owing to the slotted link Z the valve Z will be unaffected by such movement. Similarly if the tube. 0 is moved in a clockwise direction the collar 0 will be correspondingly turned and thevalve 70 will be operated so as to place the ports 72 and s in communication.

I will now describe the apparatus which is provided for giving the signals on the engine and also for automatically stopping the engine when required. Preferably I provide a bell s, a gong t, and a whistle a, which may be conveniently situated in the engine cab.- The bell s is operated by the movements of a piston s in a relay cylinder 8 a port 8 leading into the cylinder casing and connecting by a pipe 8 with the port Z of the valve block Z. The port Z of the valve Z communicates by a pipe 8 with a vacuum chamber y. The port Z normally communicates directly and immediately it is placed in communication (by the movement of the collar n and valve Z with the port Z which leads to the vacuum chamber 3 the air behind the piston s will be exhausted and as the other side of the piston s is subjected'to atmospheric pressure it immediately moves: back and so causes the hammer s to strike the bell s. The gong t is operated by the movements of a piston t in a relay cylinder 6 a port 25 leading into the cylinder casing and connecting by a pipe t with the port 70 of the valve block is. The port 70 of the valve is communicates by a pipe t with the vacuum chamber 3 The port 70 normally communicates directly with the atmosphere and immediately it is placed in communication (by the movement of the collar 0 and valve 70 with the port I0 which leads to the vacuum chamber 1 the 'air behind the piston 25 will be exhausted and as the other side of the piston t is subjected to atmospheric pressure it immediately moves back and so causes the hammer t to strike the gong t. The valve of the whistle u is adapted to be operated by the movements of a piston n in a relay cylinder a a port a leading into the cylinder casing and connecting by a pipe a with the port 712. in the valve block m. The port m of the valve block m communicates by a pipe a with the vacuum chamber 3 The port m normally communicates directly with the atmosphere and immediately it is placed in communication (by the movement of the collar n and valve m with the port m which leads to the vacuum chamber y, the air behind the piston a will be exhausted and as the other side of the piston 11 is subjected to atmospheric pressure it immediately moves back and so causes the slotted link a at the end of the piston rod u to pull down the lever u to open the whistle valve and thereby blow the whistle.

The slotted end 107 of the piston rod 1c of the piston 10 in a relay cylinder 10 engages a pin w on the engine regulator handie to and a port 10 leads through the cylwith the atmosphereinder casing to a pipe 10 which connects the port 10 with the port 72 in the valve block h. The port 72 in the valve block it communicates by a pipe 10 with the vacuum chamber 3 The port It normally communicates directly with the atmosphere and immediately it is placed in communication (by the movement of the collar 0 and valve h with the port 72 which leads to the vacuum chamber y, the air behind the piston 10 will be exhausted and as the other side of the piston 10 is subjected to. atmospheric pressure it immediately moves back taking with it the regulator lever or handle 10 and shutting off the steam supply to the engine cylinders in the case of a steam engine and cutting off the supply of motive power in the case of an internal combustion or electrically driven engine or motor. By providing a projecting part on the rod w adapted to contact with one end Z of a lever Z and connecting the other end Z of the lever Z with an air valve Z", the movement of the piston rod w as it moves to shut off the power from the engine may be caused through the lever Z to simultaneously admit air to the brake pipes of the train and so bring it quickly to a standstill. The slotted end 10 of the piston rod 10 is provided so that in its normal position the piston 10 will not prevent the engine driver controlling the engine as usual by means of-his regulator lever 10 and in order to automatically close the air valve Z after the train has been brought to a standstill-and to move the piston 10 to its normal positionl provide a spring w behind the piston 10 so thatimmediately the contact rods a and are free of the inclined ramps andare brought to their normal position by the valve springs 2 72 79 and p, and the ports 71, P, and m are opened toatmosphere then the spring '10 will push the piston 102 to the front of the cylinder leaving the lever Z free so that it can be operated by the engine driver if required.

When an engine fitted with apparatus such as above described is run backward it is necessary to lift the contact tubes a and 0 so that they will be clear of the ramps and to this end I provide a cylinder Q2 which is centrally disposed above the tubes at and 0 and supported on brackets 9 resting on the foot plate r. In this cylinder 9 I provide a piston 9 having a piston rod 9 which is secured to a crosshead g connected with the plate 9 which supports the valve blocks and the tubes a and 0. A port 9* connects the cylinder g with a pipe 9 leading to a port 1 in a valve block Q7, a port g in said valve block connecting by a pipe with the vacuum chamber y. A valve 9 controls the ports 9 and and it is connected by a rod 11 with a lever Q12 which is adapted to be automatically operated when the reversing gear 2' is actuated to reverse the engine, the arrangement being such thatwhen the engine is reversed the lever is automatically moved so as to cause the valve 9 to connect the ports Q6 and and thereby exhaust the air from behind the piston g and as the front of the piston is subjected to atmospheric pressure it immediately rises and in rising lifts the plate 9 with all the valve blocks and valves thereon and also tubes at and 0 and contact tubes a and 0 to such a height that the latter will be clear of the highest ramp. Immediatelythe engine is started forward again the corresponding movements of the reversing gear will automatically effect the reverse of the action above described andby gravity action or gravity assisted by spring or equivalent means place the apparatus again in the ready position. On branch lines where an engine may be run on the up and down lines without turning it, it would be necessary to provide two sets of the contact apparatus above described, one at each side of the engine, one set being automatically held out of ac tion while the engine is running ahead and brought into action when the engine is running reversely at which times the apparatus for running ahead would be automatically put out of action and when necessary both sets of apparatus would be capable of being simultaneously put out of action to avoid the ramps when required, by the provision ofan auxiliary cock to place the tops of the cylinders in communication with vacuum chamber and so keep both sets of apparatus out of action. The plate 9 and the apparatus attached to it may be lifted by levers operated by reversing gear.

The entire arrangement is such that with an engine advancing toward the ramps as shown in Figs. 1 and 2 the contact tubes a and 0 are facing in the direction of travel and when the ramp at is reached, the contact tube a will be moved thereby and if the point a is moved to the right of the gate 7) as shown in Fig. 2, the tube a will be moved to the left and the tube a and collar 47, will be correspondingly moved so that the valve m will be caused to connect the ports on and m and thereby blow the whistle or danger signal in the manner already described. If the point a had been set to the opposite side of the gate 1) the contact tube a would have been moved to the right in which case as already described the valve Z would be operated and the bell s or the clear signal given. When the train has passed the distant signal and is approaching the home signal the contact tubes a and 0 both make contact with the ramp (Z with the result that if the ramp point al is set as shown in Fig. 2, then both the con tact tubes will be moved to the right and the valves Z and 70 will be operated causing the bell s and gong t to be sounded and thereby intimating to the driver that the way is clear. If the point (Z had been set to the other side of the gate f then the contact tubes a and 0 would have been moved to the left thereby moving the tubes 0 and n and correspondingly moving the collars 0 and n so that the valves m and k would be operated and thereby causing the whistle or danger signal to be blown and at the same time as hereinbefore described the reg ulator lever 10 would be pulled over to shut off the motive power and simultaneously air would be admitted to the brake pipes by the valve Z.

Of course it will be readily understood that the number of contact tubes and corresponding apparatus is not limited in any way and that more or less than two could be provided if desired. While I have described the apparatus as operated by the use of a vacuum it could be readily adapted for use with compressed air or steam or water pres sure in which case the valves id, l m and 9 would be inclosed in suitable casings and the valves would normally cover both ports and be adapted to open the ports to alternately admit and exhaust air or steam or water to and from their respective and corresponding cylinders w 25 8 a and g in order to effect the required movements of the pistons therein as hereinbefore described.

In Figs. 5 and 5, I have shown. an arran ement whereby a train occupying a plaorm or siding will by means of the apparatus shown automatically indicate this fact at the platform or siding and at the same time the apparatus is adapted to automatically set the track device shown in plan at Fig. 5 so that when the platform or siding is unoccupied the point 1 of the ramp 1 will be set to the opposte side of the gate 1 to that shown in Fig. 5 at which position it will give the clear signal on the engine of an approaching train in the manner hereinbefore described and when a train 2 is occupying a portion or the whole of the platform or siding 3 then the point 1 of the ramp 1 will be set as shown in Fig. 5 at which position it will give the danger signal on the engine of an approaching train and at the same time bring it to a standstill in the manner hereinbefore described. At the platform or sidingone or more movable ramps 4, 4 are provided, said ramps being supported close to one of the running rails 5 preferably by means of rods 6 subjected to the action of springs 7 in cylinders 8 so that the tops of the ramps 4 and 4 are normally held on a level or nearly 011 a level with the tops of the running rails 5, but whena train is on the portion of the line at which the ramps are placed they are adapted to be depressed as shown at the left of Fig 5 by the flanges 2 of the train or engine wheels 2*, the ramps4 and 4 being of such length as to be not less than the maximum distance between any two wheels of a train so that at least one of the wheels will bear on and give suflicient motion of the ramp as will move the valve 9 as hereinafter described. If desired instead of the valve spindle being connected directly to the ramp, I may connect the spindle to the longer end of a lever connected at its other end to the ramp in order to increase the travel of the valve relatively to movement of the ramp.

At the center of each ramp I provide a hydraulic valve chest 9 having an inlet port 9 and outlet ports 9 and 9, the ports 9 and 9 being controlled by a valve 9 the rod 9 of which is connected with its corresponding ramp rail 4 or 4 The inlet port 9 of the hydraulic valve chest of the ramp 4 at the exit end 3 of the platform or siding 3 is connected by a pipe 10 with a supply tank 11 conveniently situated to give the required pressure and from the port 9 of this chest a pipe 12 leads to the port 9 of the chest 9 of the next ramp rail 4 which in the example shown is at the entrance to the platform or siding 3 and the port 9 of the latter chest connects by a pipe 13 with the rear of a cylinder 14 in which is a piston 14 connected by a rod 14 with the movable point 1 of the ramp 1, the piston 14 being normally held at or near the top of the cylinder 14 by the pressure of the water against the action of a spring 14 and from the pipe 13 a branch pipe 13 leads to the rear of a cylinder 15 in which a piston 15 connected by a rod 15 with a signal 16, the piston 15 being normally held at or near the top of its cylinder 15 by the water pressure against the action of a spring 15. From the pipe 13 a branch pipe 17 leads to the rear of a cylinder 18 in which is a piston 18 connected by a rod 18 with a signal 19, the piston 18 being normally held at or near thetop of the cylinder 18 by the water pressure against the action of a spring 18. The ports 9 of the valve chest 9 at the entrance end 3 of the siding, communicate by a pipe 20 with a reservoirQl at a suitable level below the supply tank 11. At the normal positions of the pistons 14 15 and 18 the ramp 1 and signals 16 and 19 are set at clear but when a train is occupying the platform or siding then as shown in Figs. 5 and 5 the ramp 1 and signals 16 and 19 will be set for danger. At the normal or clear position the valves 9 are held by the action of the springs 7 on the ramps 4 or 4% at the position shown in the right half of Fig. 5 at which position the pipe 12 is subject to the water pressure being in direct communication with the supply pipe 10, but when a train occupies a portion or all of the platform or siding then one or more of the valves 9 will be moved to the position shown at the left of Fig. 5, thereby placing the ports 9 and 9 in communication sothat the water in the pipe lines 13, 18 and 17 is free to move toward the reservoir 21, the pressure being thereby taken from the rear of the pistons 14, 15, and 18 and under the action of the springs 14 ,152 and 18, the corresponding pistons are brought to the rear of their cylinders with a ramp point a and signals 16 and 19 at danger in which position they are shown on the drawings. The pistons in the cylinders 14, 15 and 18 could, if desired, be moved in both directions by the motive fluid instead of using springs as shown. Atlarge stations the supply tank 11 could be kept supplied with water by any suitable and usual means, at small stations and sidings, if desired, a suitable electric or other alarm could be provided to give indication of the water falling below a predetermined level. In winter time a suitable non-freezing fluid could be used'in place of fresh water and in such cases the fresh Water supply could be cut off and the nonfreezing fluid pumped or otherwise returned from the reservoir 21 to the supply tank 11. At large stations this could be automatically effected by means of a float arrangement adapted to start and stop an electric or other pump drawing the fluid from reservoir 21 and discharging it into tank 11, the pump being stopped. when the required level is reached.

If desired, 1 may in connection with each movable ramp point provide a suitable electric contact 22 22 so adapted as to give a signal in the signal cabin when the movable point has been moved completely over to the clear position. If such a check is provided the signalman will know that when he gets no signal on pulling his lever to the clear position that there is something wrong with the track equipment and he will leave his signals at danger until he has investigated the matter and put it right.

Any of the existing devices for locking signals could be adapted to be operated by apparatus such as hereinbefore described.

The arrangement described with reference to Fig. 1 could also be adapted for use at level crossings, the movements of the gates taking the place of the movements of the signal gear, the track ramp being situated a convenient distance on either side of the gates.

Apparatus such as Fig. 5 could be adapt ed for use at level crossings to give the gate keeper warning of the approach of a train one ramp 4 would be sufficient and in this case the pipe 13 would lead to a cylinder 23 adapted to operate a bell 25 conveniently situated in or at the gate house, such a cylinder and bell being shown at Fig. 6. The

movement of the piston 23 in the cylinder 23 Fig. 6 would be comparatively slow owing to the fact that it is operated by an hydraulic arrangement so that the bell striker 2a requires to be specially designed to suit, being pivoted at 25 and a pawl 25 also pivoted at 25, is provided and made with a projecting part adapted to engage a corresponding projection on the end of the striker 2a, and a projecting member 23 is provided on the spindle 23 and adapted to move the pawl during its up and down movements which pawl during the down movement engages and oscillates the striker ea and at a certain point the pawl is freed from the projection and the spring 26 then pulls the striker 2% down against a stopper 27 and due to the momentum the head or hammer 25 then strikes on the bell 25 and after striking it,

it is held in the free position as shown by the stopper 27. On the up movement of the spindle 23 the projecting member 23 lifts the pawl 25 which is free to rise during such movement without affecting the striker.

If desired in conjunction with apparatus as hereinbefore described I may provide an automatic indicator or recorder to retain a permanent record of the various signals received by an engine driver throughout any journey. This could be effected by having a tape or equivalent moving at a speed corresponding to the speed of the train with connections from the piston in the cylin ders for actuating the various signals led to perforating or'other devices adapted when operated to leave a permanent mark on given portions of the tape or equivalent so that when a signal is given to the engine driver a corresponding mark would be made on the tape or equivalent and its position on the tape would be an indication of the place where such signal was given. The

recorder could be suitably inclosed and locked to prevent any tampering with its worklng.

The contact tubes 0 and a could, if desired, be lubricated by plugging their lower ends and providing holes 0 and a through the tubes above the contact points, Wick or other suitable material being inserted in the tubes above the holes and the'top part of the tube supplied with oil which will be led by the wick through the holes so as to lubricate the contacting surfaces.

The connections of the pipes to the valves of the movable plate 9 would be flexible and, if desired, flexible tubing may be used elsewhere throughout the system. This would be required if the apparatus m was situated in another part of the train and connections led therefrom to the cab apparatus.

Having now fully described my invention 23 on the spindle 28 what I claim and desire to secure by Letters Patent is 1. An automatic train control system to be operated by atmospheric or fluid pressure and comprising, in combination, a sig nal on the engine, a laterally tapering ramp device on the track, fluid pressure cylinders on the engine, and controlling said signal, valves controlling the supply of fluid pres sure to said cylinders, coaxial tubes linked to said valves and having'depending rods at different heights above the rail level and which are deflected to right or left to operate said signal according to the state of the ramp device.

2. An automatic train control system adapted to be operated by atmospheric or fluid pressure and comprising, in combination, two signals on the engine, a laterally tapering ramp device on the track, means for setting the ramp device, fluid pressure cylinders on the engine, and controlling said signal, valves controlling the supply of fluid pressure to said cylinders, co-axial tubes linked to said valves and having depending rods at different heights above the rail level and which are deflected to right or left to operate said signal according to the state of the ramp device.

3. An automatic train control system adapted to be operated by atmospheric or fluid pressure and comprising, in combination, two signals on the engine, a laterally tapering ramp device on the track, means whereby said ramp device may be set from the signal cabin, means on the engine for operating said signals, fluid pressure cylinders on the engine, and controlling said signals, valves controlling the supply of fluid pressure to said cylinders, oo-aXial tubes linked to said valves and having depending rods at different heights above the rail level and which are deflected to right or left to operate said signals according to the state of the ramp device.

4:. An automatic train control system adapted to be operated by atmospheric or fluid pressure and comprising, in combination, a danger signal on theengine, a laterally tapering ramp device on the track, fluid pressure cylinders on the engine, and controlling said signal, valves controlling the supply of fluid pressure to said cylinders, co-aXial tubes linked to said valves and having depending rods at different heights above the rail level and which are deflected to right or left to operate said signal according to the state of the ramp device, and means whereby when said signal is operated the motive power is cut off from the engine driving mechanism.

5. An automatic train control system adapted to be operated by atmospheric or fluid pressure and comprising, in combination, a danger signal on the engine, a laterally tapering ramp device on the track, means on the engine adapted to be set in operation by the ramp device to operate said danger signal and means whereby when said signal is operated the motive power is cut off from the en ine driving mechanism and means operated by the movements of the engine reversing gear whereby the signal and engine stopping control apparatus on the engine is raised out of action when the engine. is reversed.

6. An automatic train control system adapted to be operated by atmospheric or fluid pressure and comprising, in combina tion, a danger signal on the engine, a lat orally tapering ramp device on the track, means on the engine adapted to be set in operation by the ramp device to operate said danger signal, means whereby when said signal is operated the motive power is cut off from the driving mechanism and means whereby when said power is cut off the brake is applied, and means operated by the movements of the engine reversing gear whereby the signal, engine stopping and brake actuating control apparatus on the engine is raised out of action when the engine is reversed.

7. An automatic train control system adapted to be operated by atmospheric or fluid pressure and comprising, in combination, two signals on the engine, a laterally tapering ramp device on the track, means whereby said ramp device may be set from the signal cabin, fluid pressure cylinders on the engine, and controlling said signals, valves controlling the supply of fluid pres sure to said cylinders, co-axial tubes linked to said valves and having depending rods at different heights above the rail level and which are deflected to right or left to operate said signals according to the state of the ramp device, and means at or in con nection with the starting or advance starting signal of a signaling area whereby the presence of a train in that area holds the home signal in its danger position and frees it on the train passing said starting signal.

8. An automatic train control system adapted to be operated by atmospheric or fluid pressure and comprising, in combination, a danger signal on the engine, a ramp device on the track, means on the engine adapted to be set in operation by the ramp device to operate said danger signal and means whereby when said signal is operated the motive power is cut off from the engine driving mechanism, and means operated by the movements of the engine reversing gear whereby the signal and engine stopping control apparatus on the engine is raised out of action when the engine is reversed.

'9. An automatic t'ain oontrol system adapted to be operated by atmospheric or fluid pressure and comprising in combination, a danger signal on the engine, a ramp device on the track means on the engine adapted to be set in operation by the ramp device to operate said danger signal, means whereby when said signal is operated the motive power is cut off from the driving 10 mechanism and means whereby when said power is out off the brake is applied, and

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